Das ute: VW's new One-tonner

European brands aren't usually associated with the humble ute, instead leaving the load-lugging duties to a Ford or Holden or any one of half a dozen Japanese brands.

But as part of its plan to become the world's biggest car maker, Volkswagen has unleashed its first ute, the Amarok. Designed to tackle the heartland dominated by the likes of the Toyota HiLux, Nissan Navara, Mitsubishi Triton, Ford Ranger and Mazda BT-50, the Amarok is a potential boon for Volkswagen.

For now the Amarok has limited appeal, though. Priced from $33,990, it's towards the upper end of the scale - particularly considering the onslaught of sub-$20,000 Chinese models - and is only available as a dual-cab. An auto transmission is also conspicuously absent from the options list although, as with other body styles, it should arrive next year.

What do you get?

At $52,990 plus on-road costs for the Highline, you might think this is the pinnacle of the Amarok range but it goes one higher to the Ultimate, which adds leather trim, an alloy roll bar and 19-inch alloy wheels.

As it is, the Highline tested here is endowed with cruise control, 18-inch alloy wheels, dual-zone climate-control airconditioning and a leather-wrapped steering wheel. Bluetooth adds about $600 to the price, while a tonneau cover and tray liner also cost extra.

A softer comfort suspension is no cost, bringing added compliance but lowering the payload by 220 kilograms. Even with that, though, Amaroks will carry up to 850 kilograms and tow up to 2.8 tonnes.

The three-year, unlimited-kilometre warranty could also tempt those looking to cover big kays.

The Amarok is also the first dual-cab ute to be awarded a five-star safety rating by ANCAP. But while the Amarok gets dual front and front-side airbags, those in the rear have no side-airbag protection. Some also question whether a vehicle with poor vision and no reversing camera - or at the very least parking sensors - deserves safety accolades.

What's inside?

There's a familiar Volkswagen feel to the interior, although the trademark soft-touch dash material reverts to cheaper hard plastic. The European-style indicators on the left are more of an issue given the manual-only gearbox.

Instruments are clean and legible but the colour screen reflected in the rear window at night, prompting the occasional unwarranted glance in the mirror.

The trim on the comfortable front seats looks durable enough but there was a pull in one of the threads that could be an issue for tradies looking to treat it mean. The centre console that doubles as an arm rest is OK for space but the handbrake operation slices into it.

Storage areas are impressive and there are power outlets all over the Amarok, with three in the front and one in the load area.

The rear seats - often overlooked in a ute - are relatively comfortable and have OK legroom for all but taller folk. Getting to the child seat anchor points is a bit of a pain, though.

Under the bonnet

It may not have the size of its rivals but the Amarok's 2.0-litre four-cylinder diesel makes up for it with a punchy twin-turbo set-up. A small turbo operates at lower revs (able to spin up to its optimum operating speed quickly) while a larger one takes over at higher revs for more power.

Peak power is a modest 120kW but it's the 400Nm of torque - or pulling power - on tap at 1500rpm that makes the Amarok a versatile beast. While there's little below that 1500rpm limit, once you hit that threshold there's a mountain of torque that makes fourth and fifth gear surprisingly useful around town. And on a freeway in sixth gear it charges up plenty of hills.

The clutch operation takes some getting used to, with an aggressive take-up over a narrow band.

On the road

Utes aren't known for their ability to pamper, often bucking and kicking over bumps, especially when there's no load on board. But the Amarok does a reasonable job of quelling speed humps and behaving over second-grade roads, albeit with some firmness. There's also some wriggling and squirming but when you're sitting this high up and with chunky off-road-ready tyres, that's no surprise.

Unfortunately, we didn't get a chance to seriously test the 2.8-tonne tow claims or near-one-tonne load capacity.

Underneath it sticks to a familiar formula, using a truck-like ladder frame chassis and archaic - but rugged and good for loads - leaf-spring rear suspension. Again, VW has done an above-average job of making it all work.

Verdict

The lack of an auto transmission is the biggest stumbling block for the Amarok, although it's something that will be solved by next year. With a less-powerful (single turbo), more affordable model on the way the Amarok is also likely to further broaden its appeal.

As it is it's a convincing ute, comfortably dealing with city life while also living up to the rigours of work.